2010 Volvo XC60 T6 AWD

A turbo 5-seat crossover with a system that might spell the end of the fender-bender.

Valencia, Spain — Volvo's all-new XC60 crossover is going to make things confusing at Volvo dealers. Why? Because even though the XC60 will become Volvo's base XC model, it's actually 4.3 in. taller and 1.1 in. wider than the XC70 (Volvo's traditional wagon), although its overall length is 7.9 in. shorter. The 5-seat XC60 even "shares technology" with the XC70, Volvo's way of saying it's based on a barely smaller version of that car's platform.

"We don't carry any illusions that potential buyers won't test drive all three of our XC vehicles [including the larger XC90]," said James Hope of Volvo Cars of North America. "The XC90 is really for those wanting 7-passenger capability and/or a V-8, while the XC70 is for the more traditional Volvo buyer." Volvo expects the XC60 shopper to be a new type of Volvo client, younger, trendy, into gadgets and possibly without kids yet.

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Regardless of what type of person actually buys the turbocharged, all-wheel-drive XC60, they'll be getting the first vehicle in the world to come standard with a low-speed (19-mph or less) accident-avoidance system. Known as City Safety, it uses an infrared laser sensor at the top of the windshield to detect a vehicle within 13 feet of the XC60's front bumper that is either stationary or moving in the same direction. If the system feels the XC60 is about to strike that vehicle, and the driver hasn't reacted, it applies the brakes, bringing the car to a stop if possible.

I experienced City Safety in a controlled environment, and have to admit it's pretty remarkable, despite the fact I don't like cars doing my driving for me. You'd be surprised how close you have to get to the car in front for the system to activate, and it never cut in during real-world city driving.

But don't think the Belgian-built XC60 is simply a safety cage on wheels — Volvo wants its buyers to have fun, too. That's why the XC60 T6 AWD comes with the same transversely-mounted 3.0-liter turbocharged inline-6 as found in T6 versions of the XC70 and S80. That means 281 bhp and best-in-class torque of 295 lb.-ft., the latter from 1500–4800 rpm. This super-smooth engine is mated to a 6-speed Geartronic automatic, the power put to the road by Haldex's fourth generation all-wheel drive with Instant Traction.

Volvo estimates the 4175-lb. XC60 can hit 60 mph in 7.1 seconds (it feels faster). The one frowning point is its estimated fuel mileage of 15 mpg city/22 mpg highway, which puts it at the piggish end in its class. On the other hand, the T6 engine was designed to run on cheaper regular gasoline, as opposed to premium like most turbos.

It lives up to its "XC" (Cross Country) status due to best-in-class ground clearance of 9.1 in. and standard Hill Descent Control, the latter activated at the touch of a button to maintain a snail's pace in 1st gear. The MacPherson strut front and multilink rear suspension is tuned on the soft side, yet it's capable of dishing out a fun backroad driving experience, and we like how the steering force level can be adjusted. While there's no getting around the XC60's high center of gravity, the supple suspension is welcome when the road turns bumpy, doing an admirable job of keeping the tires from skittering across the pavement.

The interior is simply Volvo's best effort yet, from the wafer-thin center stack to the contrasting materials throughout. Rear-seat head and leg room are excellent, and the rear seats can be folded in a handy 40/20/40 split. Raising that C30-inspired rear hatch reveals the widest opening in its class.

We're told a well-equipped version of the XC60 will cost about $40,000 when it goes on sale in the U.S. in March. Whether this crossover will spell the end of the traditional Volvo wagon remains to be seen. As good as the XC60 is, that would be a shame.

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